Aeroplane flying-machine.



H. ZIEMSS, JR. AEBOPLANE FLYING MACHINE.

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H. zuamss, 1n.. AEnoPLANE FLYING MACHINE. v APIvLlCTION FILED MAY Il. l9l2.

1,162278. y l ratentedNov. so, 1915.

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H. ZIEMSS, JR. AEROPLANE FLYING MACHINE'. APPLlcAT'IoN min MAY11,1912.

Patented Nov. 30,'. 1915.

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UNITED sTATEs PATENT oEErcE.

HENRY ZIEMSS, JR., OF CHICAGO, ILLINOIS.

A AEROPLANE FLYING-MACHINE.

Specification of Letters Patent.

Patented Nov. 30, 1915.

Application filed May 11, 41912. Serial N o. 696,569.

planes by adapting the rear portion of the planes to the disturbed condition of the air caused by the forward portion of the planes.

Another object is to provide improved means for steering, braking, and for maintaining lateral and longitudinal stability of the machine.

A further object is to provide means for varying the wing area of the machine.

In the accompanying drawings, Figure 1 is a plan view of a flying machine embodying the features of my invention. Fig. 2 is a side elevation of the same. Fig. 3 is a vertical section along the line 3 3 of Fig. 1. Fig. L is a section along the lines 1 -1 of Figs. 1 and 3. Fig. 5 is a section along the lines 5 5 of Figs. 1 and 3. Fig. 6 is a skeleton view of a portion 0fthe operating mechanism shown in Fig. 3.

For the purpose of illustrating my invention I have herein shown a monoplane, although certain features of the invention are equally applicable to a biplane.

The machine comprises the framewprk 10 and the carriage l1, a right-hand plane 12, a left-hand plane 13, the propeller 14, the rudder 15 yand the engine 16.

In the present machine I have provided, in addition to the ordinary supporting wheels 17, the skids 18. To cushion the machine when landing, I have provided in addition to the rubber tires 19 of the wheels, buffers 20 placed between the ends of the uprights 21 and the base beams 22 of the framework. For a similar purpose I have provided rubber bulfers 23 between the skids 18 and the base beams 22; and I have formed the ends 21 of the base beams into leaves in order to give a greater resilient effect to the skids and to the rear wheels.

Vhile it is not particularly difficult for a trained operator to manipulate a iiying machine when the air iscalm and no undue amount of speed is attempted, yet frequently great dil'iculty is met with because of the constantlyvarying and the frequently unknown condition of the atmosphere. Vhen the machine is controlled by tipping the pla-nes as a whole, or even when manipulating the elevators, not only is it diflicult to arrange for mechanism for making such changes, but the magnitude of the plane surface affected is so great that slight changes sometimes so materially affect the conditions that the changed conditions will be worse than if no change had been made. This is largely due to the fact that it is diflicult to make the adaptation of the new conditions sensitive enough to meet the needs. For these and other reasons I have provided herein improved means for controlling the machine. These means comprise what may be called fins or vanes attached to the framework of the machine, and adapted to be inclined with reference to the machine, so that proper steering and breaking and maintaining of the equilibrium of the machine may be carried on by the manipulation of these vanes.

Each plane may be regarded as divided into four sections, 25, 26, 27 and 28. The framework of each plane comprises the longitudinal ribs 29, which run from the front to the rear of the planes, connecting the various sections, and the transverse ribs 30, which may be regarded as the limiting ribs between the lsections, together with the transverse strengthening ribs 301. These transverse ribs extend from the outer edges of the planes to the carriage. On the under side of the 'sections 25, 2G and 27 the vanes 34, 35 and 3G are pivoted to the framework, at the points 3l, 32\and 33 respectively; and on the upper side of the forward section 25 the vane 37 is pivoted, at the point 31. These vanes thus become parts of the respective sections. Each of these vanes extends transversely from the outer edge of the plane to the carriage and each is actuated by the adjacent calns 33, 39 or 40. These cams are mounted on shafts -11 which may be operated pressure acting on in any suitable manner, as for example by means similar to that hereinafter described for operating the panels 49. When the machine is in motion the cams are in contact with the bars 42, which are attached to the Yanes, and are held in Contact by the air the lower surfaces of the Yanes. As the cams are rotated downwardly the Yanes are forced downward, the downward limiting position being shown in dotted lines in Fig. 3. Some suitable flexible fabric 42 attached to the ribs 30a and to the Yanes prevent further downward movement of the Yanes when the machine is at rest and the air pressure is not effective in holding them up. lVhen the cam 38 is rotated upward the Yanes 37 are forced upward, the highest position of these Yanes being lshown also in dotted lines in Fig. 3.

It will be apparent that when the machine is moving forward, tilting the Yanes 34 downwardly will cause the front end of the machine to tend upward with reference to than' that of the others, and will the rear portion of the machine. And this will be so whether or not the plane is as a whole tilted upward or downward, or is horizontal. llvhen vanes 36 are tilted downward the contrary effect will be produced. As the Yanes 35 are located substantially over the center of gravity and of pressure the tilting effect of these Yanes will be less depend upon whether the machine is tilted forward or backward. lVhen tilted forward the effect will be similar to that of Yanes 34, but to a less extent, and when tilted backward the effect will be similar to that of Yanes 3G. So that if a material effect is desired, the forward or rear Yanes may be operated, and if a slight effect only is desired, the central Yanes may be operated.

Raising of Yanes 3T will be similar in effect to lowering of Yanes 36. So that the simultaneous use of Yanes 37 and 3G will accentuate the tendency to tilt the forward end down; while simultaneoususe of Yanes 34 and 3T will produce a braking effect only, as the tilting effects of each will be neutralized by the other. And the simultaneous use of the forward and rear lower Yanes or all of the lower Yanes will produce an elevating effect so that upward speed may be increased, or greater weight may be carried. The operation of the Yanes on one side of the carriage only will tend to tilt the machine laterall y; for instance, lowering of all of the lower Yanes on one side will tend to raise that side; so that either side may be tilted to maintain lateral balance.

It will thus be seen that the Yanes constitute means for maintaining or altering longitudinal or lateral balance, for vertically steering and braking the machine, and for increasing its sustention capacity. By this duced pressure means the tilting of the entire planes is avoided, and the forward elevator heretofore commonly used is dispensed with.

It is well understood that a plane moving through the air, especially when tilted, leaves the air in a disturbed condition. A certain amount of kinetic energy is imparted to the air by the planes and this energy is used, after the passing of the plane, in heating the air and restoring it to its normal position. So that as far as the plane is concerned, the energy is wasted. By the use of the plane in the manner described, and by means of the construction which I shall now describe, I am able to take advantage of much of this energy which is ordinarily wasted.

-It will be seen that each of the lower Yanes whether in the lowered or raised position acts as an upwardly inclined plane when the machine is substantially horizontal. So that air is disturbed by each section in the same manner as if the planes were continuous; but in the latter case the disturbed air will be at the rear of the entire plane, while in this case the energy imparted to the air by each section becomes advantageously elfective upon the succeeding section. As the vane 34, for instance, passes through the air, the air below is condensed by the downwardly inclined/ rear portion and, if the plane is inclined upward at all, as it usually would be, the air above is rarefied. Hence the section 26 passes into space in which there is increased air pressure below and reduced air pressure above. The condensed air below expanding will thus give an upward impulse to the section, and the reabove allows the impulse to have greater than normal effect. The air thus striking upward against the lower side of the section 26 rebounds therefrom, and is thus compressed again by its own elasticity while assisting rather than hindering the section. Similarly, the mass of condensed air passes to section 27 and then to section 28. So that the buoyancy of the machine is thereby materially increased by the use of a large portion of the kinetic energy which the forward portion of the machine imparts to the air and which is ordinarily wasted. As the action of the air on the lower surfaces of the plane becomes thus rhythmical or vibratory, it is evident that the best effect will be arrived at when the speed of the machine, the distance between the sections and the elasticity of the air are such that each succeeding section will be in the best position to receive the upward impulse of the air.

In order to increase the buoyant effect due -to the action of the Yanes on the air I may provide openings 4-3 immediately in the rear 0f each of the Yanes, the Walls 44 of said openings being inclined upwardly toward the rear.

The openings 43, as shown in Fig. l, 'extend from the carriage to the outer edges of the planes, and are inclined forwardly toward the outer ends. As a result of this arrangement the rear walls of the openings constantly tend to prevent air from escaping on the sides and to force the air inwardly toward the carriage, and thus increase the density, and hence the sustention capacity of the air which supports the machine. And the similar inclination of the vanes assists in accomplishing thisY result.

In the rear of each of the two forward openings 43 I have provided means whereby the effective surfaces of the planes may be varied at will. Any suitable means may be used for the purpose, but herein I have provided the openings 45 extending transversely across the planes. These openings are closed by the sliding panels 46, each of which extends from the outer'edge of the plane to the carriage. The panels consist of the'sections 47, Fig. 4, each section closing the opening between two adj acentribs 29. Attached to the ribs 29 are plates 48 which prevent upward motion of the panel sections. Over these sections and plates may be stretched suitable fabric such as the canvas 49., Fig. 1. The adjacent edges of the sections are con- 'nected by means of the brackets 50; and the brackets rest upon the plates 48 and prevent downward motion of the panels. f When it is desired to vary the sustaining surfacev of the plane either of these panels may be slid independently of the other toward the rear so as to uncover the openings 45 as much as kmay be desired.

Any suitable' means may be provided for sliding the panels. Herein I have provided endless chains 51. The ends of each'of these chains are attached to a bar 52, which forms the forward edge of the panel, and from this bar the chain passes forward over one of the pulleys 53 fixed to the shaft 54 or 55 as the case may be. Each chain also passes from the bar 52 in the other direction over one of the loose pulleys 56 on a shaft 55 or 57 Fig. 6, as the case may be. The shafts 54 and 55 may be rotated by means of the chains 58 passingl over the pulleys 59 and 60 and operated by the arms 6l. Or any other suitable or desiredmeans for operating the shafts may be used. These adjustable openings may be used to lessen the total wing or plane area, and thus facilitate descending. They may also be used for lateral balancing by uncovering the openings or a portion only on one side of the machine, or for longitudinal balancing by uncovering the rear or forward openings alone, or more than the other openings. And they will also materially affect the action of the condensed air beneath by increasing the opening through which the air above may affect the air below, or by reducing, if desired, the area'up'on which the impulse is e'ective. p

In order to more clearly illustrate the various features of my invention I have described with-.some particularity the structure used, but it -is to be understood that various modifications therein may be made by those skilled in the art without departing from the spirit of the invention.

The embodiment herein shown is merely illustrative, and changes in form, size, or proportion of the parts may be made to suit requirements.

I claim as my invention:

l. An aeroplane comprising a plurality of transverse sections positioned one in the rear of the other and spaced apart, vanes pivoted at the front edges of and below said sections, and means for operating said vanes independently ofeach other.

2. An aeroplane comprising a plurality of transverse sections, a vane pivoted on the lower surface and at the front edge of each of said sections except the rear section, means for operating said vanes, and openings between the sai-d sections immediately in the rear of each of said vanes.

3. An aeroplane comprising a series ofV transverse sections spaced from each other, the series extending rearwardly from the front of the machine, vanes pivoted on the lower surfaces and at the front edges of a plurality of said sections,.said vvanes being normally inclined downward toward the rear, and means for giving a greater inclina. tion to any one of said vanes than to the others.

4. An aeroplane comprising a plurality of sections spaced rearwardlyifrom each other, a vane pivoted on the lower. surface of the front edge of each of certain of said sections, and a vane pivoted to the front edge and above the forward section, and ineans for operating, said vanesl independently of each other.

5. An aeroplane flying machine, comprisin a lane a transverse movable vane ositioned beneath said plane near the forward portion thereof, a transverse movable vane positioned beneath said plane substantially at the center' of pressure thereof, and means for operating said vanes independently of each other.

6. An aeroplane comprising a plurality of transverse sections, the lower surface of certain ofsaid sections being Iswingingly attached to the front edge of such sections, said plane haifing an opening therethrough immediately in the rear of each of said swingingly attachedv surfaces, the walls` of said openings being inclined rearwardly and upwardly, said plane having a second open- Y ing in the rear of each of said first mentioned said first mentioned opening, and means for openings, and means for closing each of said closing said second opening. 10

second openings. In testimonyJvv/Khereof I afIiX my signature 7. In an aeroplane a transverse Vane piv- 1n the presence of two Witnesses.

oted to the lower surface of said aeroplane, HENRY ZIEMSS, JR. said aeroplane having an opening mmedi- Witnesses: ately in the rear of said vane, 'and having a ANTONIA ZmMss,

second opening immediately in the rear of ARTHUR M. IIAMMANN.l 

